Six-stroke three-phase engine



J. M. CAGE.

SIX-STROKE THREE-PHASE ENGINE. APPLICATION FILED JUNE 16. 19M. RENEWEDMAR. 20.1919. 1,367,797.

Patented Feb. 8, 1921.

4 SHEETS-SHEET I.

J. M. CAGE.

SIX-STROKE THREE-PHASE ENGINE. APPLICATION FILED JUNE 16, I9I4. RENEWEDMAR. 20. I9I9.

Patented Feb. 8, 1921.

4 SHEETS-SHEET 3.

l. M.- CAGE.

SIX-STROKE THREE-PHASE ENGINE.

APPLICATION man JUNE 16, 19:4. RENEWED MAR. 20. m9. 1,367,797.

Patented Feb. 8, 1921.

4 SHEETS-SHEET 4.

firm/0r Jfi/f a" k UNITED STATES JOHN M. CAGE, 0F LONG BEACH,CALIFORNIA, ASSIGNOR TO CAGE ENGINE PATENT OFFICE.

SYNDI- GATE, INC., 05 NEW YORK, N. Y., A CORPORATION OF DELAWARE.

SIX-STROKE THREE-PHASE ENGINE.

Specification of Letters Patent.

Patented Feb. 8, 1921.

Application filed J ne 16, 1914, Serial No. 845,387. Renewed March 20,1919. Serial No. 283,897.

This invention relates to an internal com-' bustion engine in which thesuccessive charges of gas are carried through six successive strokesfrom beginning to end of the complete cycle of the engine. My reasonsfor terming my engine a six-stroke three phase engine will becomeclearly apparent from consideration of the following specification. Ipoint out in this specification certain differences existing between myinvention and the ordinary two-cycle type of internal combustion engine,pointing out that there is full cooperation between the differentmechanisms entering into the combination of -my invention anddistinctively showing the fact that my engine is not merely two-cycleengine with certain adjuncts. v

The fundamental and primary features of an engine constructed inaccordance with my invention may be briefly described as follows: Iprovide three piston and cylinder mechanisms preferably directlyconnected in tandem so that the pistons reciprocate with each other. Oneof these piston and cylinder mechanisms is the charge 'nspiring andcompressing mechanism, drawing in a charge and compressing it on everytwo strokes, or on each complete reciprocation. Another of the pistonand cylinder mechanisms is the work or power mechanism, compressing andextend ng a charge upon every two strokes. The re mining mechanism isthe exhaust suction l exharstexpulsion mechanism, drawing the exhaustfrom the work cylinder and finally expelling it. The exhaust mechanismhandles an exhaust charge every two strokes. Now the exhaust gases donot pass directly from the work cylinder the exhaust suction cylinder,but remain in an exhaust chamber for certain period of time before goingto the exhaust cylinder. This inactive peri c is one of the peculiareatures of my invention and is more fully explained hereinafter.Regardless of theduring six strokes of the engine. These six strokesareperformed by three different mechanisms, and each of these mechanismspasses through its complete cycle in two strokes; so that at any giventime there are always three distinct charges of gas or mixture in theengine, these three diiferent charges being in different phases of thecycle of operation of the engine. For these reasons I call my engine asix-stroke threephase engine; the number of strokes to complete theaction on any one charge being s'x and the number of different chargesin the engine and being acted on by an active stroke at any one timebeing three. There are many additional features which I fully explain inthe following specification, including the arrangement of the ports inthe work cylinder and the valve mechanism for operating the ports; thestructure of the ports and passages forming interconnections between thevarious cylinders; the arrangement of the water jacket and thearrangement of the exhaust and compression chambers so as to distributethe heat to keep as much thermal energy as possible in the engine; andvarious other structural details and combinations which render theengine efiicient in its action. The featureof the porting of the Workcylinder is an important one. I arrange the exhaust and intake portseach completely around the wall of the cylinder with the intake portseach completely above the exhaust ports. In the preferredconstructiomwhen the piston moves to the bottom of its stroke, ituncovers the exhaust ports and the exhaust is drawn out by the vacuumproduced by the previous action of the exhaust piston and cyl nder; andafter this has taken place, the inlet port is opened by a valvemechanism, preferably in the form of a sleeve surrounding the workcylinder. The advantage of this construction lies primarily in cleaningthe work cylinder completely of burned gases in the very short intervalwhile the exhaust ports are uncovered and then quickly charg ng the workcylinder with a complete fresh charge of mixture,

through the inlet ports which extend completely around the cylinder. Theexhaust first passes out completely and the exhaust ports are closedjust after the inlet ports open; the times of o ening and closing beingsuch that the incoming fresh charge forcesout the last portion of theburned gases Without any of the fresh charge being lost.

I explain the transfer of heat from the exhaust gases to the freshcharges in the following detailed specification. It is one of thenotable features of my invention that the exhaust gases finally expelledare very cool, having left the greater part of their heat in the engineitself. It is also a notable feature that the cooling water carries offa comparatively small amount of heat. These facts are due to theconstruction herein explained whereby the heat of the exhaust gases islargely transferred to the incoming fresh charges after they arecompressed.

I have shown. the preferred forms of my invention in the accompanyingdrawings, in which,

Figure 1 is a vertical cross section of my improved engine.

Fig. 2 is a vertical section taken in a plane at an angle of forty-fivedegrees from the plan of the section of Fig. 1, as indicated by line 22of Fig. 4,

Fig. 3 is a longitudinal vertical section showing a number of cylindersof my improved engine,

Figs. 4, 5, 6, 7, 8, 9 and 10 are cross sections taken as indicated bythe respective lines 4-4, 5 5, 66, 77, 88, 9-9 and 10-10 of Fig. 1,

Fig. 11 is a diagram illustrating graphically the strokes, cycles andphases of my improved engine. Y

I shall herein first describe the mechanical features of my engine andshall then proceed to describe its operation and to particularly setforth the novel features thereof.

In the drawings the numeral 20 may designate a crank case of suitabledesign withbearings 21 in which acrank shaft 22 is carried. The crankshaft has cranks 23 and eccentrics 24.

The eccentric corresponding to any one crank is placed at ninety degreesadvance ahead of its crank. This is clearly shown in Fig. 1 where thedirection of rotation is indicated by the arrow and where the eccentricis shown with its center above the center of the crank shaftcorresponding to the crank 23 which is shown to the left of the crankshaft in thatfigure. Each of the cocentrics has its eccentric strap 25and eccentric rod 26 connecting at 27 with the valve sleeve 28corresponding to the pistons which are driven from the correspondingcrank 23. Connecting rods 30 connect the various crank pins with theirrespective pistons 31 which reciprocate in the several sleeves 28, thesleeves acting as cylinders to the pistons 31. The pistons 31 will behereinafter referred to as the exhaust pistons. Piston rods 32 extendupwardly from the exhaust pistons through compression heads 33 andthrough stuffing boxes 3st and connect with corresponding work pistons35. \Vork pistons 35 reciprocate in work cylinders 36 in the ordinarymanner with sufficient clearance at the top of the stroke to provide forthe desired compression of charge.

I shall now explain indetail the structure of the individual cylinderswith their ports, passages and chambers. Each complete cylindercomprises a lower and outer cylinder 40 and an upper and inner workcylinder which may generally be designated by the numeral 36. The outercylinder 40 extends from a point within the crank ease upwardly to theflange 41 on the work cylinder 86; and this outer cylinder has a borethroughout its length, in which bore the sleeve 28 is adapted toreciprocate The sleeve 28 is preferably ground to a working it with theouter cylinder and is provided with packing rings 39 at intervals toprevent leakage around the sleeve, these pack ing rings being especiallyprovided on opposite sides of the ports through the sleeve. (Ihereinafter explain in detail the fitting and ring packing of thesleeve.) The upper work cylinder 36 has an extension sleeve 42 formingan integral part of the cylinder and extending downwardly inside thevalve sleeve 28 to a point just above the uppermost travel of the lowerexhaust piston 31. Here the extension sleeve 42 carries the compressionhead 33, and this compression head carries the stuffing box 34:. Theupper work piston 35 is slightly longer than the stroke I of the piston,as shown in Fig. 1; and the inside of this work piston is hollowed outand the stuffing box 34 is made of such configuration as to practicallyill the inner hollow of the piston 35 when the piston is at itslowermost point. By this means I obtain a light weight piston and yetobtain a small compression volume below the piston 35 when that pistonisat its lowermost point. 7

It will be understood that the stuffing box 3% is not exposed to theheat of combustion; it is keptcomparatively cool by direct contact withfresh combustible mixture carrying the cool vapor of liquid fuel.

There are six sets of ports through the outer cylinder wall, andcorresponding ports in the sleeve and the inner cylinder. extension L2.Beginning with the uppermost,-

these ports may be described as follows:- Somewhat above the lowermostposition of the top of piston 35 the pressure inlet ports 50 are cutthrough the (ylinder extension 42 and corresponding ports 51 and 52 arecut through the sleeve 28 and through the inner wall 53 of the outercylinder 40. The ports 52 communicate directly with an annular chamber54 immediately surrounding the inner wall 53 of cylinder 40 and inclosedwithin intermediate wall 55 of that cylinder. A plurality of intakepassages 56 lead downwardly from this annular chamber 54 along theoutside of the inner cylinder wall 53 and these passages 56 conne;t attheir lower ends with another annular chamber 57 which surrounds theinner cylinder wall 53 opposite compression ports 58 cut through thecylinder wall 53. Corresponding compression ports 59 are cut through theinner cylinder extension sleeve 42; and corresponding ports 60 throughthe sleeve 28 serve these ports 58 and 59 and also serve the inductionports 61 and 62 which are cut through the cylinder wall 53 and theextension sleeve 42, respectively, directly above the ports 58 and 59.It will be noted that compression ports 58 and 59 are cut with theirlower edges flush with the upper surface of the compression head 33; sothat any liquid which may condense out of the mixture being compressedabove the head cannot be held in the compression spa e below the pistonbut will pass outwardly through the ports 58 and 59. It will be notedthat the induction ports 61 and 62 connect with annular chamber 63, andthat the compression passages 56 turn outwardly around this annularchamber 63 as shown at 56 in Figs. 2, 7 and 8. The ports 61 and 62 arethe original induction ports and the annular chamber 63 forms theoriginal induction chamber or passage. This passage is conneted to theintake opening 6% through which the combustible mixture is originallyinspired. The combustible mixture is drawn from any suitable sourcethrough the intake 64; and through the induction ports 61, 60 and 62into the space below the piston 35 on the upward stroke or" that piston.The mixture is compressed and is driven out through the compressionports 59, 60 and 58 into the passa e 57 and thence through the passages56 and through the pressure inlet ports 52, 51 and into the workcylinder above the piston 35 at the appropriate time, as will behereinafter explained.

The exhaust from above the work piston 5 passes out through ports 70,sleeve ports 71 endthe port 72 into the exhaust chambers '3. Theseexhaust chambers 73 are prefer- ..bly four separate chambers as is bestshown in 5. These chambers might be described as enlarged passage waysleading downwardly outside the middle wall of the cylinder 1) and insidethe outer wall 7 at of this cylinder and connected at their lower endswith annular suction chamber 75 which surrounds the wall 53 oi the outercylinder pointsomewhat below the compression head 33. Suction ports 76lead through the wall 53 at this point and these ports are adapted to beregistered by sleeve ports 77, which ports 77 also serve ports 78situated just above the ports 76 and just below the compression head 33.These'ports 78 conne; t with annular exhaust chamber 79, which is thefinal exhaust chamber, connecting through exhaust passage 80 toatmosphere or elsewhere.

In the different cross sections of Figs. 4 to 10 it will be noted thatthe exhaust passages or chambers 73 occupy a great deal of the sparesurrounding the inner wall 53 of the cylinder 40. The compression inletpassages 56 occupy four relatively small spaces, these passages beingmade of small capacity so that a high pressure may be maintained uponthe gases therein. There are four water passages 85 which extend fromthe top oi the outer cylinder 10 downwardly to an annular water chamber86 at the lower part of the cylinder. These water passa es 85 arearranged between the exhaust passages or chambers 73 and are arrangeddirectly adjacent the outside of the pressure inlet passages 56. This isclearly shown in Figs. 4, 5 and 6. Below the ports 72 and above theports 61, and below and above the respective annular chamberscorresponding to these ports, the water passages 85 are extendedcompletely around the cylinder as is shown at 85 in Figs. 1 and 6.vVhere the passages 5 6 turn outwardly to pass around the annularchamber 63 the water passages 85 are divided each into two passages asis shown in Figs. 7 and 8. Below the annular chamber 57 the waterpassages are single as shown in Figs. 9 and 10. Immediately below thesection shown in Fig. 10 all of the water passages join the annularwater chamber 86, as is shown in Fig. 2. This annular chamber has waterinlet 87 as is best shown in Fig. 1.

lhe upper or work cylinder 36 has a water jacket 90 completelysurrounding it, this water jacket extending into the flange 4.1 andhaving openings or ports 92 which connect with the water passages 85 attheir upper ends. The upper parts of the water jackets 90 are providedwith outlets 91 to which an ordinary water manifold may be attached.

I shall now explain the action of the sleeve with reference to the portsand pistons. In Fig. 1 the pistons are shown all on their up stroke andthe sleeve is shown at the top or its stroke. Sleeve ports 77 are infull register with the final exhaust ports 78 and sleeve ports are infull register with initial induction ports 61 and62. Sleeve ports 51 arein register with pressure intake ports 50 and 52 while sleeve ports 71are above their positions of registration with exhaust ports and 72. Onthe further upclosed and ports 70 and 72 will be partially the sleeve.

open, ports 61 and 62 will be closed as will also ports 78. Ports 59 and58 and ports'76 will be just opening and will continue to open duringhalf of the downward stroke of the pistons and then will begin to close,closing when the pistons reach their lowermost positions and when thesleeve is in its position halt way through its upward stroke. It

will be seen that the exhaust suction ports 76 will be open during thedownward stroke of the pistons, as will also the compression ports 58and 59. During the upward stroke of the pistons, the original inductionports 61 and 62 will be open and the final exhaust ports 78 will alsobeopen. These four last mentioned sets of ports are controlled entirely bythe sleeve; whereas the other two sets of ports are controlled by thesleeve in conjunction with the piston 35. When the piston 35 reaches itslowermost position the sleeve ports 71 have already registered with andopened the exhaust ports and 72; so that these exhaust ports are finallyopened by the upper end 01 the piston passing below them. At this timethe sleeve is in its midway position traveling upwardly; and

the sleeve inlet ports 51 are just out ofregistry with the pressureinlet ports 50 and :7 2. The sleeve traveling upwardly when the pistonis at the bottom of its stroke begins to cut otl the exhaust ports 70and 72 and closes these exhaust ports before the piston on its upwardstroke closes them. Just before the sleeve in its upward travel closesthe exhaust ports 70 and 72, its ports 51 begin to register with theinlet ports 50 and 52 and allow the compressed charge to pass from thepassages 56 through these inlet ports into the cylinder 36 above thepiston. The pressure inlet opens before the piston has moved upwardly tothe upper edges of the exhaust ports. Immediately after the inlet portsare opened the exhaust ports are finally closed by the upward movementof The sleeve ports 51 continue to register with the inlet ports andthese ports are finally cut off by the upward movement of the piston 35.It will be notedthat the exhaust ports are opened by the piston andclosed by the sleeve, while the intake ports are opened by the sleeveand closed by the piston. v r

In the foregoing I have described my preferred form of engine and mypreferred detailed construction' There are many minor features which maybe'varied, among which I may mention the means for driving the sleeve,the exact placements of the various ports, and in fact all thosefeatures which are not fundamentally required by the underlyingprinciples of my invention to be precisely as described.

I wish to speak particularly of the fitting of the sleeve 28 and theplacement of packing rings 39. The sleeve is not made to fit so tightlythat it will be pressure tight without the rings or other packing means.I have found it best practice in my engine to give the sleeve about tenthousandths of an inch clearance at each contact surface; that is theouter diameter of the sleeve is twentythousandths smaller than the boreof cylinder l0, and the same clearance is allowed on the inside of thesleeve where it fits around the cylinder port 42. These figures may bevaried; the are what I now consider good practice. place a ring 39 ateach side of each set of ports, as is clearly shown in Fig. 1. Theexterior rings are set in the sleeve itself while the interior rings areset in the cylinder port 42 and bear against t ie inner sleeve surface.prevent all leakage and at the same time make the sleeve to be easilymoved.

The operation of my engine be explained as follows: Consider that thepistons of any one unit are traveling upwardly in about the positionshown in Fig. 1. As hereinbetore explained, the first induction ports 61and 62 are open; and a fresh charge is drawn in throughintake 64 intothe space below the piston 35. At the top of the stroke the inductionports close and the conpressionports 59 and 58 are then opened thepiston starts down. The downward stroke of the piston then compressesthe mixture beneath the piston out through the compression ports 58 and59 into the compression passages 56. The piston reaches the lower end ofits stroke and starts up wardly again before the pressure inlet ports 50and 52 are opened by the action of the sleeve. The compressed mixturethen immediately rushes into the work cylinder above the piston. On thesubsequent upward stroke of the piston 35, this charge is,

compressed ready for ignition when the top of the stroke is reached. Gnthe next downward stroke the gases are expanded; and when the pistonagain reaches the bottom of its stroke the exhaust burned gases aredrawn out into the exhaust passages or chambers '73, a partial vacuumhaving been generated in these exhaust passages by the previous downwardstroke of the lower piston 31. It will be noted that the exhaust gasesdo not pass immediately from the combustion chamber to the exhaustcylinder; but they remain in the exhaust passages during the next upwardstroke of the pistons.

During this upward stroke of the pistons the gases are mechanicallyinactive; but an important thermal action takes place which I havehereinbefore mentioned and which I With this construction, l

shall hereinafter more fully explain. On the next downward stroke of theexhaust piston 31, the suction ports 7 6 are opened by action of thesleeve 28 and the exhaust gases are drawn from the passages 73 into theexhaust cylinder. On the next upward stroke of the piston 31 theseexhaust gases are expelled through exhauskpassage 80, the ports '78being opened by action of the sleeve ports 7'7. In ordinary practice,where the engine exhausts directly to atmosphere, the exhaust gases makea sharp explosive noise upon release into the atmosphere due to theirsudden expansion. In my engine the exhaust gases are merely pushed outinto the air. There is no sharp explosive noise but only a gentle pullas the exhaust gases escape. When the engine is running at high speedthere is a continuous whirring and humming noise made by the exhaust. Itmight be here mentioned that this exhaust noise is the only noise madeby the engine. It will be understood that, while I term the lower pistonand cylinder mechanism an exhaust expulsion mechanism, its primarypurpose may not at all times be the forcible expulsion of the exhaust.When the engine is operating normally against atmospheric pressure it isnot necessary to force the exhaust to any great extent out into theatmosphere. On the other hand, it is always a primary function of theexhaust expulsion mechanism to draw the exhaust gases from the exhaustchamber and to create a comparatively low pressure in that hamber; inother words, it is always a function of this mechanism to draw theexhaust gases from the work cylinder, as herein explained, regardless ofthe subsequent forced expulsion.

I refer now more particularly to the diagram of Fig. 11. In this diagramI have shown diagrammatically several successive strokes of the pistons,up and down, and

have numbered the su' cessive strokes from 1 to 12. I have indicated thetravel of the crank pin upwardly and downwardly by circumferential lineswith arrows and have also indicated the travel of the correspondingvalve eccentric by similar lines. The diagram starts with the pistons intheir lowermost positions traveling upwardly, stroke number one beingthe upward travel, stroke number two being the subsequent downwardtravel, and so on for any number of strokes. Supposing that a charge Ais drawn into the cylinder below the piston 35 by first upward stroke.This s ate of the charge I will designate by A The next stroke, numbertwo, will compress this charge, and this state is designated by A Thenext upward stroke of the piston 35 will recompress the charge in thecombustion chamber, indicated by A and the next downward stroke is theexpansion stroke indicated by A. Now. the next upward stroke of thepistons is what I call the dead stroke, so far as this particular chargeof gasis concerned. The next downward stroke of the pistons draws thischarge A of gas into the exhaust cylinders, this state being indicatedby A and the last stroke upwardly forces this charge of gas out toatmosphere, being indicated by A It will be noted that, due to theintervention of the dead stroke being the fifth stroke of the series, itrequires seven complete strokes of the engine to carry any oneparticular charge of gas through the complete cy le; but I will pointout that there are always three charges of gas being acted upon bystrokes of the engine at any one particular time. Consider now theaction of the piston 35 in drawing in and compressing the charges. Afterthe charge A has been compre sed on the downward stroke of this piston,the next charge B will be drawn in on the su ceeding upward stroke, asindicated by B in the diagram. This charge B will follow the charge Athrough the engine in the manner indicated, the dead stroke for charge Bbeing on the stroke numbered 7 simultaneous with the final expulsionstroke of (harge A. Similarly, charge will be drawn in at the time ofthe second compression of charge B and this dead stroke and charge Cwill be simultaneous with the final expulsion of charge B. Charge a willsimilarly be drawn in at the time of second compression of charge C andfollow that, charge through the engine, and su cessive charges 6 and 0,etc. will follow in the same order. The total length of time, or num erof strokes, during which any one particular charge is in the engine isembraced by the bra'kets above the, diagram. Consider the state ofaffairs at any time after the'third charge of gas has been drawn intothe engine-after the engine is in full opera on; and, regardless of thedead strokes. it will be seen that there a e alwavs three distinct chares of gas be ng acted upon by strokes of the engine. This is one of thethings I wish to particularly dwell upo and another important feature isthat which I have previously spoken of. namely that each charge of gaspasses through six active strokes which succeed each other. no e ofwhi'h are s mu taneous, but which do not necessarily suc'eed each othewithout an intermediate inactive stroke or s rokes.

Consider now the state of affairs when one charge, say the charge'B isin its dead s roke, standing in the exhaust passages 73. There are threeother mechanically active charges of gas in the engine. The charge A isbeing finally expelled the charge C is being compressed in thecombustion chamber, and the charge a is being drawn in. The exhaustcharge B is at relatively high temperature and during its stay in theexhaust passages it imparts its heat tothe water 1n water passages 85and then e to the charge whi' h is being compressed in the cylinder 36,(the water traveling upwardly and carrying the heat with it), and italso imparts heat to the water and to the cylinder shell which isafterward radiated into the charge of gas under the piston 35. The totalresults of this radiation of heat from the exhaust cases is that whenthe exhaust gases are drawn into the exhaust cylinder they are quitecool; so cool, in fact. that the hand can be held in the exhaust whichcomes finally from the exhaust passage 80. The cooling water does notcarry away any large portion of this heat, giving it up to the incomingcharges: and the net result is that high thermal efliciency is attainedby keeping the heat in the engine and applying it to the succeeding:charges of gas at proper times. The incoming charge of fresh mixture iscool and it is not until it is compressed that it begins to receive anygreat amount of heat from the exhaust gases and .trom the combustionabove the piston 3a. This addition of heat tends to raise the pressureof compression, which is a very desirable feature as it aids thecompressed gases in ouicklv movino: into the combustion cylinder. The atual volume of mixture enteri g the com ustion cylinder is larger thanthe actual volume drawn in under piston 35, due to this accession ofheat. As hereinbefore explained. he compressed charge stands in therelatively small space under the piston 35 and in the small compressionpassages 56 whe the piston is at the bottom of its stroke. The partialvacuum generated in the exh ust passao'es 73 by the previous stroke ofthe exhaust piston 31 draws the exhaust case's out ot the com ustionhamber until the press res are equalized. The inlet ports 50 and 52 openiust before the exhaust ports close, so that the inrushingr charge underpressure will remove the remaini g exhaust oases before the exhaustports ciose. The remainder of the fresh chars-e then enters thecombustion cvlinders ready for the next compression stroke. Having decribed invent on, I claim: 7

1. The combination of a two stroke compression mechanism adapted to drawin and com ress a charge of gas on every two strokes, a two stroke workmechanism adapted to compress and expand a charge on every two strokes,an exhaust chamber, a two stroke exhaust mechanism adapted to draw inand expel an expanded charge every two strokes, the suction stroke ofsaid exhaust mechanism beingsimultaneous with the work stroke of thework mechanism, and a single valve mechanism positively operated fromthe Work mechanism for conveypreferred form of my A ing a chargesuccessivelyto-and from said mechanisms and said chamber in the ordernamed so that a single charge is acted on sucessively by the six strokesof the three mechanisms, and so that the charge after expansion in thework mechanismremains in said exhaust chamber during at least one strokeof the exhaust mechanism.

The combination of a two stroke compression mechanism of the piston andcylinder type, a two stroke work mechanism of the piston and cylindertype, an exhaust chamber, a two stroke exhaust mechanism of the pistonand cylinder tyne the suction stroke of said exhaust me hanism beingsimultaneous with the work stroke of the work mechanism, all the saidmechanisms being interconnected so that their strokes are synchronous.and a single valve means positively operated in cooperation with saidmechanisms to cause the inspiration of a gaseous charge to thecompression mechanism on a first stroke, the compression of said chargeon the next stroke of said mechanism. the transfer of said compressedcharge to the work me hanism and com ression therein on the nextsucceeding s roke, expension of said charge in the work mechanism on thenextsucceedinc stroke, transfer of said charge to and holding in theexhaust chamber durinc: at least one stroke of the exhaust mechanism.inspiration by the exhaust mechanism of the charge from said chamber ona successive stroke, and ex ulsion of the chargeon the next succeedingstroke.

3. The combination of a compression mechanism. a work mechanism and anexhaust expulsion mechanism all contained within a single cos ne,passages within said casing through which a com-pressed charge may passfrom the compression mechanism to the work mechanism, passages in saideasing into which the exhaust gases from the work mechan sm may pass andfrom which said exhaust gases may pass to the exhaust expuls onmechanism, and a single valve means positively operated in coop.-eration with said mechanismsttor causing a charge of gas to pass throughsaid mechanisms in order named and to cause the charge to be held insaid exhaust passages for an interval before passing to the exhaustexpulsion mechanism.

4:. The combination of a charge compression mechanism including acylinder and.

passages, and valve means to cause the transfer 01. a gaseous chargethrough said mechanisms in the order named and to cause the stay of thecharge in said exhaust passages throughout at least one stroke of thepiston or" the exhaust expulsion mechanism.

5. The combination of a cylindrical casing having therein a work pistonand an exhaust piston interconnected and adapted to reciprocatetogether, a cylinder head above the work piston and another cylinderhead between the two pistons forming a work space above the work piston,a compression space below the work piston and an exhaust space above theexhaust piston, compression passages between the compression space andthe work space arranged in said cylindrical casing, exhaust passagesbetween the work space and the exhaust space arranged within thecylindrical casing adjacent said compression passages, and valve meansto cause the transfer of a gaseous charge to and from said compressionspace and thence through said compression passages to said work spaceand thence into said exhaust passages and thence to said exhaust space,the charge being held in the exhaust passages during at least one strokeof the exhaust expulsion piston.

6. The combination of a cvlindrical casing having therein a work pistonand an exhaust piston interconnected and adapted to reciprocatetogether, a cylinder head above the worx piston and another cylinderhead between the two pistons, forming a work space above the workpiston, a com-- pression space below the work piston and an exhaustspace above the exhaust piston, compression p ssages between thecompression space and the work space arranged in said cylindrral cas ng,exhaust passages between the work space and the exhaust space arrangedwithin the cylindrical cas ng adjacent said compression passages, andvalve means including a ported sleeve within said casing and surroundingsaid piston to cause the transter of a gaseous charge to and from saidcompression space and thence through said com ression passages to saidwork some and thence into said exhaust passages and thence to saidexhaust space, the charge being held in the exhaust passages during atlea t one stroke of the exhaust piston.

T. The combination of a cylindrical casing having therein a work pistonand an exhaust piston interconnected and adapted to reciprocatetogether, acylinder head above the work piston and another cylinder headbetween the two pistons forming a work space above the work piston, acompression space below the work piston and an exhaust space above theexhaust piston, compression passages between the compression space andthe work space arranged in said cylindrical casing, exhaust passagesbetween the work space and the exhaust space arranged within thecylindrical casing adjacent said compression passages, there being portsthrough the cylindrical casing arranged in sets completely around thecylindrical casing to communicate with the compression space, the

work space and theexhaust space, respectively, and valve means includinga valve sleeve having corresponding ports therethrough extending in setscompletely around the sleeve and adapted to register with the variouscasing ports to cause the transfer of a gaseous charge to and from saidcompression space and thence through said compression passages to saidwork space and thence into said exhaust passages and thence to saidexhaust space, the charge being held in the exhaust passages during atleast one stroke of the exhaust piston.

8. In an engine of the character described, a work cylinder and a pistontherein, intake ports extending through the walls of the work cylinderand completely around the work cylinder at a point above the lowermostpoint of piston travel, exhaust ports extending through the walls of thework cylinder and completely around the cylinder above the point oflowermost piston travel, the intake and exhaust portsbeing arranged oneabove the other, means for maintaining a partial vacuum at said exhaustports, and a single valve means embodying a sleeve cooperating with thepiston and controlling both the intake and exhaust ports.

9. In an engine of the character described, a work cylinder and a pistontherein, intake ports extending throughthe walls of'the work cylinderand completely around the work cylinder at point above the lowermostpoint of p i-zton travel, exhaust ports extending through t e walls ofthe work cvlinder and completely around the cylinder above the point oflowermost piston travel, the intake and exhaust ports being arranged oneabove the other, means for providing a gaseous charge under pressure atsaid in take ports, means for maintaining a partial vacuum at saidexhaust ports, and a single valve means embodying a sleeve cooperatingwith the p ston and controlling both the intake and exhaust ports.

10. The combination of a charge compression mechanism, a work mechanismand an exhaust expulsion mechanism all contained within a single casing.passages within said asing leading from the compression mechanism to theworkmechanism and through which a compressed charge may pass from thecompression mechanism to the work mechanism, passages in said casingadjacent said compression passages leading from the work mechanism tothe exhaust expulsion mechanism and through which exhaust gases may passfrom the work mechan sm to the expulsion.ineshanism, a single valvemeans positively operated in cooperation with said mechanisms forcausing a charge of gas to pass through said mechanisms in the ordernamed and to cause the charge to be held in said exhaust passag for aninterval before passing to the exhaust expulsion mechanism, and watercirculation spaces in said casing adjacent both said passages.

11. The combination of a cylindri 'al casing having therein a workpiston and an exhaust piston interconnected and adapted to reciprocatetogether, a cylinder head above the work piston and another cylinderhead between the two pistons forming a work space above the work piston,a compression space below the work piston and an exhaust space above theexhaust piston, compression passages between the compression space andthe work space arranged in said cylindrical casing, exhaust passagesbetween the work space and the exhaust space arranged within thecylindrical casing adjacent said compression passages, valve means tocause the transfer of a gaseous charge to and from said compressionspace and thence through said compression passages to said work spaceand thence into said exhaust passages and hence to said exhaust space,the charge being held in the exhaust passages during at least one strokeof the exhaust expulsion piston, and water circulation spaces in saidcasing adjacent both the compression passages and the exhaust passages.

12. The combination of a cylindrical casing having therein a work pistonand an exhaust piston interconnected and adapted to reciprocatetogether, a cylinder head above the work piston and another cylinderhead between the two pistons forming a work space above the work piston,a compression space below the work piston and an exhaust space above theexhaust piston, compression passages between the compres sion space andthe work space arranged in said cylindricalcasing, exhaust passagesbetween the work space and the exhaust space arranged within thecylindrical casing adjacent said compression passages, there being portsthrough the cylindrical casing arranged in sets completely around thecylindrical casing to communicate with the com press'ion space, the workspace and the exhaust space, respectively. valve means including a valvesleeve having corresponding ports therethrough extending in setscompletely around the sleeve and adapted to reg-- ister with the variouscasing ports to cause the transfer of a gaseous charge to and from saidcompression space and thence through said compression passages to saidwork space and thence into said exhaust passages and thence to saidexhaust space, the charge being held in the exhaust passages'during atleast one stroke of the exhaust piston, and water circulation passagesin said casing adjacent both the exhaust passages'and the compressionpassages.

13. In an engine of the character described, a cylindrical casing and apiston therein, said cylindrical casing embodying an inner and an outerwall with an annular space between, annular chambers formed in saidcasing and extending completely around the casing at points below andabove the piston, ports extending through the inner wall of said casingand communicating with said annular chambers, passages formed in saidcasing. in the space between its inner and outer walls, connecting theannular chambers together, there also being a water circulation spacebetween the inner and outer walls of said casing adjacent said passages.

14. In an engine of the character described, a cylindrical casing and apiston therein, said casing including an inner and outer wall with anannular space between them, two sets of ports through the inner wall ofthe casing below the piston and two sets of ports through the inner wallof the casing above the piston, each set of ports extending completelyaround the cylinder casing, annular chambers contained within saidcasing. one cham er for each set of ports and communicating therewith.intake means in connection with one 01 the annular chambers below thepiston, compression passages formed between the inner and ou er walls ofsaid casing leading from the other of said annular chambers below thepiston to one of said annular chambers above the piston, exhaustpassages formed between the inner and outer walls of said casing and incommunication with the other of said annular chambers above the piston,and water circulation passages occupying the remaining space'betweensaid inner and outer casing walls, the arrangement being such that watercirculating through said space is adjacent both the compression andexhaust passages. V 15. The combination of a cylindrical casing havingtherein a work piston and an exhaust piston connected together andadapted to reciprocate together, said cylindrical casing includingwinner and an outer wall with an annular space between, a cylinder headabove the work piston and another cylinder head between the two pistonsforming a work space above the work piston, a compression space belowthe work piston and an exhaust space above the exhaust piston, two setsof ports leading through the inner casing wall below the work piston,above the work piston and above the exhaust piston respectively, eachset of said ports extending completely around the cylindrical casing,annular chambers formed within said cylindrical casing one in directcommunication with each of said sets of ports,

said annular chambers extending con'ipletely around said cylindricalcasing, induction means connecting with one oi said annular chambersbelow said work piston, compres sion passages formed between the innerand outer casing walls leading from the other of said annular chambersbelow said work piston to one of the annular chambers above said workpiston, exhaust passages formed between said inner and outer casingwalls adjacent said compression passages leading from the other of saidannular chambers above said work piston downwardly to one of the annularchambers above said exhaust piston,

an outlet means connecting with the other of said chambers above saidexhaust piston, water circulation spaces between said casing wallsadjacent both said passages, and valve means cooperating with saidpistons having ports adapted to register with said casing ports.

16. The combination of a cylindrical casing having therein a work pistonand an exhaust piston connected together and adapted to reciprocatetogether, said cylindrical casing including an inner and an outer wallwith an annular space between, a cylinder head above the work piston andanother cylinder head between the two pistons tornp ing a work spaceabove the work piston, a compression space below the work piston and anexhaust space above the exhaust piston, two sets of ports leadingthrough the inner casing wall below the work piston, above the workpiston and above the oxhaust piston respectively, each set or said portsextending completely around the cylindrical casing, annular chambersformed within said cylindrical casin one in direct communication witheach or said sets of ports, said annular chambers extending completelyaround said cylindrical casing, in duction means connecting with one ofsaid annular chambers below said work piston, compression passagesformed between the in nor and outer casing walls leading from the otherof said annular chambers below said work piston to one of the annularchambers above said work piston, exhaust passages formed between saidinner and outer casing walls, adjacent said compression passage leadingfrom the other of said annular chambers above said work pistondownwardly to one of the annular chambers above said exhaust piston,outlet means connecting with the other of said chambers above saidexhaust piston, water circulation spaces between said casing wallsadjacent both said passages, and valve means including a valve sleevesurrounding the pistons within said cylindrical casing having portsadapted to register with said casing ports.

17 The combination of cylindrical casing having therein a work pistonand an exhaust piston interconnected and adapted to reciprocatetogether, a cylinder head above the work piston and another cylinderhead between the two pistons forming a work space above the work piston,a compression space belowthe work piston and an exhaust space above theexhaust piston, compression passages between the compression space andthe work space arranged in said cylindrical casing, exhaust passagesbetween the work space and the exhaust space arranged within thecylindrical casing adjacent said c0mpression passages, and valve meansto cause the transfer of a gaseous charge to and from said compressionspace and thence through said compression passages to said work spaceand thence into said exhaust passages and thence to said exhaust space,said valve means embodying a ported sleeve cooperating with saidpistons.

18. In an internal combustion engine, the combination of a workmechanism having a work stroke, cooperating exhaust expulsion mechanismhaving a suction stroke simultaneous with the work stroke of the workmechanism, an exhaust chamber communi cable with both mechanisms, and avalve mechanism controllingcommunication of the chamber with saidmechanisms opening communication with the work mechanism at the end ofits work stroke and opening communication with the expulsion mechanismduring its suction stroke, the second mentioned communication beingalways closed while the first mentioned communication is open, therebypreventing direct passage of exhaust gases from the work mechanismthrough said chamber to the expulsion mechanism.

19. In an internal combustion engine, the combination of a workmechanism having a work stroke, cooperating exhaust expulsion mechanismhaving a suction stroke simultaneous with the work stroke of the workmechanism, an exhaust chamber communicable with both mechanisms, and asingle positively operated valve mechanism controlling communication ofthe chamber with said mechanisms opening communication with the workmechanism at the end of its Work stroke and opening communication withthe expulsion mechanism during its suction stroke, the second mentionedcommuication being always closed while the first mentioned communicationis open, thereby preventing direct passage of exhaust gases from thework mechanism through said chamber to the expulsion mechanism.

20. In an internal combustion engine, the combination of a workmechanism having a work stroke, a' cooperating exhaust expulsionmechanism having a suction stroke simultaneous with the work stroke ofthe work mechanism, an exhaust chamber communicable with bothmechanisms, and a valve mechanism controlling communication of thechamber with said mechanisms to open communication with the exhaustmechanism during its suction stroke and close that communication nearthe end of that stroke and to open communication with the work mechanismat the end of its work stroke after closure of communication with theexhaust mechanism.

21. In an internal combustion engine, the combination oi a workmechanism having a work stroke, a cooperating exhaust expulsionmechanism having a suction stroke simultaneous with the work stroke ofthe work mechanism, an exhaust chamber communicable with bothmechanisms, and a single positively operated vave mechanism controllingcommunication or the chamber with said mechanisms to open communicationwith the exhaust mechanism during its suction stroke and close thatcommunication near that end of that stroke and to open communicationwith the work mechanism at the end of its work stroke after closure ofcommunication with the exhaust mechanism.

In an internal combustion engine, the combination. of a singlecylindrical casing, a work piston and a cooperating exhaust expulsionpiston therein, heads forming work and expulsion chambers in said casingadjacent said pistons, an exhaust chamber communicable with the work andexpulsion chambers, and a valve mechanism mnbodying a sleeve valvecontrolling communica tion of the exhaust chamber with both the work andexpulsion chambers, and means to move said sleeve valve cooperativelywith the pistons, so that communication with the two said chambers isnot simultaneous.

23. In an internal combustion engine, the combination of a singlecylindrical casing, a work piston and an exhaust expulsion pistontherein and connected. to reciprocate to gether, heads forming work andexhaust expulsion spaces on corresponding sides of the work andexpulsion pistons, r spectively, so that the work piston may a workstroke and the expulsion piston a simultaneous suction stroke, anexhaust chamber communicable with both the work and exhaust expulsionspaces. a sleeve valve controlling communication of said chamber withboth spaces, and means to move said valve cooperatively with the pistonso that communication is established with the haust expulsion spaceduring the suction stroke of its piston and cut oil near the end of thatstroke and so that communication with the work space is established atthe end of the work stroke after communication with the exhaustexpulsion space is cut 011?.

24'.- In an internal combustion engine, the combination of a workmechanism having a work stroke, a cooperating exhaust mechanism having asuction stroke, an exhaust V chamber, and valve mechanism forcommunicating the work mechanism with the chamber at the end of the workstroke, for holding the charge in the chamber during at least one strokeof the mechanisms, and for then communicating the chamber with theexhaust mechanism during its suction stroke.

25. In an internal. combustion engine, the combination 01" a workmechanism having a work stroke, a cooperating exhaust mechanism having asuction stroke, an exhaust chamber, and valve mechanism positivelyoperated in cooperation with the work and exhaust mechanisms forcommunicating the work mechanism with the chamber at the end oi the workstrcke, i or holding the charge in the chamber during at least onestroke of the mechanisms, and for-then conimunicating the chamber withthe exhaust mechanism during its suction stroke.

26. In an engine of the character described, a cylindrical casing and apiston in the lower part thereof, a sleeve valve within the casing andin which the piston reciprocates, a head at the upper end oi thecylindrical casing, a cylinder sleeve depending from said head; a pistonworking in said cylinder sleeve and connected to said first mentionedpiston, and an intermediate head carried by said cylinder sleeve betweenthe two pistons.

27. In an engine, the combination of a cylinder structure, a movablesleeve, a pair oi pistons reciprocable within the sleeve, meanseffecting cooperative movement of the pistons and sleeve, a head betweenthe pistons, and means to support the head embodying a sleeve within themovable sleeve connected at one end with the cylinder structure.

28. In an engine, the combination of a movable sleeve, a pair of pistonswithin the sleeve, means for eiiecting cooperative movement of thepistons and sleeve, a head between the pistons, and means to support thehead embodying a sleeve within the movable sleeve.

29. In an internal combustion engine, the combination of a workmechanism, an exhaust chamber into which the mechanism exhausts, valvemeans cooperating with the work mechanism to hold the exhaust in theexhaust chamber during a stroke of the work mechanism, and means forcooling the exhaust while in the exhaust chamber.

80. In an internal combustion engine, the combination of a workmechanism, a charge compressing mechanism, an exhaust chamber into whichthe work mechanism exhausts, valve means cooperating with the workmechanism to hold the exhaust in the exhaust chamber during a stroke ofthe work mechanism, and means for transferring heat from the exhaust tothe charge which is compressed by the compressing mechanism, to cool theexhaust in the chamber and heat the charge.

31. In an engine, the combination of a cylinder structure, a movablesleeve therein, a piston movable within the sleeve, means for effectingcooperative movement of the piston and sleeve, the cylinder structureembodying a head at one end of the sleeve, another head in the sleeve atthe other side of the piston, and means to support the last mentionedhead embodying a sleeve extending within the movable sleeve.

In an engine, the combination of a cylinder structure, a movable sleevetherein, a piston movable within the sleeve, means for effectingcooperative movement of the piston and sleeve, the cylinder structureembodying a head at one end of the sleeve,! another head in the sleeveat the other side of the piston, and means to support the last mentionedhead embodying a sleeve extending within the movable sleeve andsupported at one end on the head end of the cylinder structure.

33. In an engine, a cylinder structure, a piston therein, a movablesleeve within which the piston reciprocates, a head at the upper end ofthe cylinder structure, a cylinder sleeve depending from said head to apoint below said piston and forming the working cylinder for saidpiston, and a head supported by the depending sleeve at its lower endbelow the piston.

34. In an engine, the combination of a cylinder structure, a movablesleeve therein, a head at one end of the cylinder, two pistons withinthe sleeve, means for effecting cooperative movement of the sleeve andpistons, and a head within the sleeve between the pistons, said headsforming with the pistons three working chambers.

In an internal combustion engine, the combination of a cylinderstructure, a movable sleeve therein, a piston reciprocable Within thesleeve, means for effecting cooperative movement or" the sleeve andpiston, a head at one end of the sleeve forming with one end of thepiston an explosion chamber, a head within the sleeve at the other sideof the piston forming with the other end of the piston a chargecompression chamber, there being exhaust and intake ports for theexplosion chamber and the compression chamber, and a communicatingpassage between the exhaust port of the compression chamber and theintake port of the explosion chamber, in the cylinder structure, thesleeve having ports and constituting valve means for controlling theintake and discharge oi? charge to and from the compression chamber andthe intake of charge to the explosion chamber.

36. In an internal combustion engine, the combination of a cylinderstructure, a movable sleeve therein, a. piston reciprocable within thesleeve, means for effecting cooperative movement of the sleeve andpiston, a head at one end of the sleeve forming with one end of thepiston an explosion chamber, a head within the sleeve at the other sideof the piston forming with the other end of the piston a chargecompression chamber, there being exhaust and intake ports for theexplosion chamber and the compression chamber, and a communicatingpassage between the exhaust port of the compression chamber and theintake port of the explosion chamber, in the cylinder structure, thesleeve having ports corresponding to each of the cylinder structureports and constituting valve means for controlling all of said ports.

37. In an internal combustion engine, the combination of a cylinderstructure, a movable sleeve therein, a piston reciprocable within thesleeve, means for effecting cooperative movement of the sleeve andpiston, a head at one end of the sleeve forming with one end o1 thepiston an explosion chamber, a head within the sleeve at the other sideof the piston forming with the other end of the piston a chargecompression chamber, there being exhaust and intake ports for the explosion chamber and the compression chamber, and a communicating passagebetween the exhaust portof the compression chamber and the intake portof the explosion chamber, in the cylinder structure, the sleeve havingports and constituting valve means for controlling transfer of chargefrom the compression space to the explosion space.

In witness that I claim the foregoing I have hereunto subscribed my namethis 11th day of June, 1914:.

JOHN M. CAGE.

IVitnesses GUY V. HoornNGARvnR, JAMES T. BARKELEW.

